Brake control system



Feb. 20, 1945. c. M. HINEs BRAKE CONTROL SYSTEM 7 Sheets-Sheet 1 Filed Aug. 29, 1942 m NN.

Feb. 20, 1945. v c. M. HlNEs BRAKE CONTROL SYSTEM '7 sheds-sheet 2 Filed Aug. `29, 1942 lNvl-:N-ron Claude M Hines BY ATTORNEY C. M. HINES BRAKE CONTROL SYSTEM nel. zo, 1945.

, 1942 7 Sheets-Sheet 3 Filed Aug., 2g

SSE@ EN n INVENTOR Claude MHines 4.- 'ATTORNEY Feb. 201945. c. M. HINEs BRAKE CONTROL SYSTEM Filed Aug. 29, 1942 '7 Sheets-Sheet 4 NNN Nw Bgaude 14M ATTORNEY Feb. 20, 1945. C, M ,NES 2,369,968

BRAKE CONTROL SYSTEM Filed Aug. 29,- 1942 v sheets-'sheet 5 Decelostat V Ive K wich NG 21B MGQYWJECM Decelosa* Valve INYENTOR Bglczude M Hines fig Feb. 20, 1945. f: M HlNEs BRAKE CONTROL SYSTEM Filed Aug. 29, 1942 7 Sheets-Sheet 6 l 3 Y @L @L m Y TM. R m o We .n ...m A J z @n Ce QT @.@Ew le @my *sj/ v ,om r r /Qn r f El Engg@ El Feb. 20, 1945. Q M, H|NE5 BRAKE CONTROL SYSTEM l Filed Aug. 29, 1942 7 Sheets-Sheet 7 y INVENTOR l Claude MHz'nes BY I ATTORNEY Patented F eb. 20, 1945 i BRAKE CONTROL SYSTEM Claude M. Hines, Pittsburgh, Pa., assignor to The Westinghouse Air Brake Company, Wilmerding, Pa., a corporation of Pennsylvania Application August 29, 1942, Serial No. 456,638

37 Claims. (Cl. 303-21) This invention relates to brake control systems for railway cars and trains and has particular relation to brake control systems having means automatically responsive to slipping of individual car wheel units to eiect a rapid reduction in the degree of application of the brakes associated .with the slipping wheel unit whereby to cause restoration of the slipping wheel unit back to car speed before the wheel unit can decelerate to a locked condition and slide.

The terms slipping or slipping conditiony and sliding or sliding condition as applied to car wheels herein are not synonymous but have diil'erent meanings. The term slipping or "slipping condition refers to the rotation of a car wheel at a speed less than or greater than a speed corresponding to car speed at a given instant and produced in response to a braking eiect or a propulsion torque respectively exerted on the wheel to a degree sufficient to exceed the adhesion between the wheel and the rail surface. In the present application the slipping condition of a car wheel produced in response to excessive braking effect will be principally dealt with.

It is a well known fact that when the braking eiect exerted on a car wheel is suicient to exceed the adhesion between the wheel and the rail, the wheel decelerates at an abnormally rapid rate toward a lockedcondition. The rotative' deceleration of a car wheel at a rate exceeding a certain rate such as ten miles per hour per second which does not occur unless the wheel is slipping is accordingly positive indication of the slipping condition of the wheel, Various types of devices, both mechanical and electrical, have been devised for detecting the slipping condition of a carwheel on this principle.

If the degree of application of the brakes associated with a car wheel that begins to slip is reduced rapidly and to a sufficient degree, the slipping car wheel ceases to decelerate and promptly accelerates at an abnormally rapid rate. of the same order of magnitude as the rate of deceleration during slipping, back toward a speed corresponding to car speed without reducing in speed to a locked condition. Various types of brake control equipments have been heretofore devised employing wheel-slip detectors of various types for the purpose of controlling the brakes in this manner and therebypreventing the slid'- v ing'l of the car wheels. The terms sliding or sliding condition are employed herein to designate the dragging of a car wheel along a rail in a locked condition and are therefore, as intimated above, distinct Vin meaning from the terms slipping. or slipping condition.

Sliding of car wheels is .objectionable for the reason that the degree of braking effect exerted on a car by a slipping Wheel is less than that by a non-slipping or rolling wheel. Moreover, sliding of a car wheel produces nat spots thereon necessitating repair or replacement of the Wheel which is an item of maintenance to be avoided.

The earlier types of the brake control equipment heretofore devised for preventing the sliding of car wheels, permit the restoration of the same degree of brake application on a slipping Wheel after its restoration -to car speed as that which produced the slipping condition, thus rendering likely a plurality of successive slipping cycles during any given brake application.

It was later proposed to provide means whereby the reapplication of the brakes on a slipping wheel would be eiected at a restricted rate thereby minimizing the possibility of repeated slipping cycles. The inherent delay in the restoration of an appreciable degree of brake application on a slipping wheel involves, however, a penalty in the form of increased stopping distance.

An alternative proposal to the restricted rate of .reapplication of the brakes on slipping Wheels was to provide means for automatically causing the reapplication of the brakes on a slipping wheel to be limited to a degree having a certain iixed relation, such as to the degree of the brake application in effect at the time slipping of the lwheel was initiated. Such an equipment is disclosed in Patent No. 2,140,620 of Clyde C. Farmer. This proposal is advantageous over the equipment having the restricted rate of reapplication of brakes on a slipping Wheel in that it tends to produce shorter stopping distances.

However, there is a possibility that notwithstanding the reapplication of brakes to a reduced degree on slipping wheels, in the manner proposed in the Farmer patent, a continued bad rail or low adhesion condition might nevertheless produce a second slipping cycle. In such case, the Farmer equipment is ineiective to produce any further automatic reduction in the degree of reapplication of the brakes. In other words, the equipment in the Farmer patent is inherently limited to eiiecting but one reduction in the limit of reapplication of the brakes and cannot effect any automatic reduction in the limit of brake reapplication with succeeding slipping cycles after the first slipping cycle during any given brake application.

It is accordingly an object of my present invention to provide a brake control system for railway cars and trains of the type having means responsive to the slipping of the car wheels to effect reduction in the degree of application of the brakes associated with the slipping wheels and further characterized by an arrangement whereby the degree of reapplication of the brakes on the slipping wheels following each of a plurality of slipping cycles during a given brake application is automatically limited to a lesser value than the degree existing prior to the slipping cycle.

My invention is accordingly effective to more l positively insure against repeated slipping cycles during any given brake application because it causes the degree of application of the brakes following each slipping cycle to be limited to a value less than that existing prior to the slipping cycle, so as to ultimately arrive at a degree of brake application which will not produce slipping of the car wheels when the brakes are reapplied thereon, The equipment comprising my invention accordingly tends to limit to aminimum the number of repeated Slipping cycles during any given brake application and thereby inherently tends to shorten the stepping distance of the car or train with vresiiect tothe stopping distance of the car or train' having brake control equipment in which an unlimited number of slipping cycles of the oar Wheels. is permitted and as Well to cause lest consumption of fluid under nreSSure- Moreover. the Wear on the rolling; Surfaces, ci the ear Wheels is minimized by reduction of the. amount of Slinnine during breite. application... lt will be understood that while slipping of ear wheels does not produce liet duets on the Wheels, it neverthe less does cause more wear than occurs where the wheels, roll in natural manner on a rail- Itis another object of my invention to provide a brake control system of the type indicated ln the foregoing object wherein the arrangement for producing successive reductions in the degree of I reapplication of the brakes includes stepping relays responsive to sucoessivewheel slip cycles and effective to correspondingly condition the brake control equipment to control the degree of reapplication of the brakes.

It is another object of my invention to provide a brake control equipment of the type indicated' in the rst mentioned object and characterized by a novel pneumatic apparatus effective in response to each 0I a plurality of slipping cycles during any given brake application to effect a reduction ofthe degree of reapplication of the brakes on a slipping Wheel below that existing prior to the slipping cycle.

It is. another object. of my invention to provide a brake control equipment ci the tvne indicated in. the. nrat mentioned objectv and characterized by a. novel arrangement for insuring proper-oneration. of a.v wheel Slip detector of the electric type.

The above objects, and. other objects.. to rnv invention` which will be. rnade apparent herenatten are. obtained in several embodiments to my invention. subsequently to be described and shown in tbe accompanying. drawings. wherein- Figures 1 and .2, taten. together? constitute a diagrammatic viewl snowing a brake .control equipment embodying my invention Figures 3. and 4. taken together, constitute a diagrammatic. View showing asecond embodiment of myinvention,

Figures. 5 and 6.- taken together. constitute a in Figs. 5 and 6.

DESCRIPTION or EMBODIMENT SHOWN IN Fics.

1 AND 2 (a) Brief description. of equipment While my invention may be employed in connection with any type of railway train brake control equipment, it is illustratively shown as applied to the railway train brake equipment of the uil pressure type, commonly designated the Westinghouse "1 -ISC type with decelostat control. For convenience I have illustrated my invention only as applied to a car brake equipment. but it will be understood that it may also be applied to a locomotive brake equipment.

The H SC type of brake control equipment for railway cars and trains, to which my invention is Illustratively applied, is shown in detail and described in Instruction Pamphlet No. 5064, Supplement 19, July 1941 edition, published by the Westinghouse Air Brake Company. Since reference may be had to this publication for complete details of the train brake equipment, the car brake equipment shown in the accompanying drawings will be described as briey as possible consistent with an understanding of the invention.

The car 'brake equipment shown in Figs. 1 and 2 comprises the usual brake cylinders II for applying and releasing the brakes on the wheels I2 of corresponding wheel trucks I3 and I4 located at opposite ends of theA car respectively. The wheel trucks are shown as of the four-wheel type, comprising two wheelfandaaxle assemblies, each assembly having two wheels x-ed at opposite ends of a connecting axle. In the drawings, only one wheel of each assembly is shown.

The essential parts or elements of the conven tional "HSCf car brake equipment of the type mentioned comprises two train pipes, hereafter referred to as the brake pipe I5 and the straightair pipe I6, as well as two pipes local to each car and hereinafter respectively referred to as the supply reservoir pipe I1 and the decelostat valve pipe I8; a brake controlling valve device, specifically identified as the D22 BR control valve; a so-called decelostat valve I9 for each wheel truck; a relay valve device 2|, a so-called 2I-3 magnet bracket; a combination reservoir 22; two connected supply reservoirs 23; two pressure operated switches designated herein as K--3 switches, one associated with each corresponding one of the decelostat valves I9; and anotherv type of pressure operated switch designated herein as the Iii-6 pressure switch.

According to my invention, a sc -called reapplication control valve 25 isprovided for each decelostat valve I9, each reapplication'control valve controlled by a rheostat 26 operated by a corresponding stepping relay 2T.

Each stepping relay 21 isr controlled by wheel slip detecting apparatus of the electrical type.

'I'he wheel slip detecting apparatusv comprises a direct-current generator-28, for caen Wheel-andaxle assembly, the armaturev (rotor-.lof the. sen,- erator being driven in accordance with the rota,- tionaI speed of the wheels- 'lhe generators 28 are usuallyv mounted at the outer end of the axle journal in a manner s ucn that thelarmature shaft of the generator is coupled in coaxial relationl to the end of the axle.

' yAssociated with each generator .28 `is a socalled decelostat relay 23 and an electrical condenser 30. The relays 29 are of the so-called unidirectional type having a pick-up winding a and a holding winding b. `The pick-up winding a of each relay 29 is connected in series relation with the corresponding condenser 30 across the terminals of the corresponding generator 28 under the control of two cooperating reversing relays 32 and 33 referred to hereinafter as repeater relays.

Repeater relay 32 is controlled by a corresponding directional relay 34 and the repeater relay 33 is controlled by a corresponding directional relay 35. The directional relays 34 and 35 are, in turn. operatively controlled accordingly to the polarity of the voltage supplied by generators 28 associated with one of the wheel trucks, shown as the wheel truck I3.

Ihe equipment further includes a plurality f train wires-36; 31, 38, and 33. The train wires 36 and 31 are employed in the control of the magnet windings of the No. 2|B magnet bracket in the manner hereinafter more fully explained. The train wires 38 and 39 are connected to opposite terminals of a suitable source of direct-current, such as a storage battery 4|. 'I'he wire 38will hereinafter be designated the negative battery wire, and the wire 39 will be designated the positive battery wire. For simplicity, various control circuits hereinafter to be described will be traced starting from the positive battery wire and ending with the negative battery Wire, this being tantamount to starting from the positive terminal of the battery 4| and ending with the negative terminal of the battery 4|.

(b) Detailed description of the equipment The D22 BR. control valve comprises, briefly` e. pipe bracket section 45, a service section 45, and an emergency section 41, sections 46 and 41 being secured to the opposite faces respectively oi the pipe bracket section 45. The service and emergency sections 46 and 41 respectively comprise piston operated slide valve mechanisms (not visible) having piston chambers at one side of the pistons thereof which are both connected to a branch pipe 48 of the brake pipe i5 whereby operation thereof is effected in the usual manner in response to variation of the pressure in the brake pipe. 'I'he branch pipe 48 is connected to the pipe bracket section 45 through a combined dirt-collector and cutout cock 49.

The brake pipe I is normally charged in the usual manner to a normal pressure such as 110 pounds per square inch under the control of an automatic brake valve (not shown) of the M-40-A type. The brake valve is operative to effect service and emergency reductions of the pressure in the brake pipe to effect selectively the operation of the service section or both the service section and the emergency section. of the D22 BR control valve.

As shown in Fig. l, the combination reservoir 22 has formed therein three separate chambers or reservoirs, namely the emergency reservoir 22a, the auxiliary reservoir 22h, and the displacement volume 22c.

The emergency reservoir 22a is connected by a pipe 5| to the pipe bracket portion 45 and then through a passage'5la to the service and emergency sections 46 and 41. The auxiliary reservoir 22h is connected by the pipe 52 and branch pipe 53 to the pipe bracket section 45 of the control valve and through a continuing passage,` 52a to various parts of the service section 45. The displacement volume 22e is connected by a pipe'54 to the pipe bracket section 45 of the control valve to which a passage 54a in the pipe bracket section is connected.

The straight-air pipe i6 and the supply reservoir pipe I1 are connected by branch pipes |6a and Ila respectively, to communicating passages in the pipe bracket section 45 of the control valve. An exhaust pipe-55 is also connected to a. communicating passage in the pipe bracket section 45.

The supply reservoirs 23 are connected into the pipe I1a, thus giving the pipe I1 its name.

Attached to the pipe bracket section 45 of the D22 BR control valve below the emergency section 41 is a bracket containing a double check valve 56. The double check valve 56 is shiftable to either of two opposite positions in response to iiuid pressures exerted on the opposite ends thereof. In one position, the double check valve 56 selectively connects the passage |65, communicating with the branch pipe IBa of the straightair pipe I6, to a passage 51 to Which the so-called relay valve pipe 58 leading to the relay valve 2| is connected. In its opposite position, the double check valve 56 closes the communication just described and established a connection from the passage 54a to the passage 51. I

When a service reduction of brake rpipe pressure is effected, the' service section 46 of the control valve responsively operates to cause fluid under pressure to be supplied from the auxiliary reservoir 22h to the passage 54a. The double check valve 56 is thus shifted to the position in which fluid under pressure is supplied from the passage 54a to the relay valve pipe 58.

When an emergency reduction of the pressure of the brake pipe l5 is effected the service section 46 and emergency section 41 of the D22 BR control valve function cooperatively to cause fluid under pressure to be supplied .from both the auxiliary reservoir 22h and the emergency reservoir 22a to passage 54a thereby causing fluid at maximum pressure to Ibe supplied to the relay pipe 58.

The straight-air pipe I6 is normally at atmospheric pressure while the brakes are released and is charged to a desired pressure under the control of the No. 2|B magnet bracket, thereby effecting a straight-air application of the brakes as presently more fully explained. Fluid under pressure from the straight-air pipe I6 supplied to branch pipe |6a and passage |6b shifts the double check valve 56 to its oppositepcsition, thereby establishing the connection through which iiuid under pressure is supplied from the straight-air pipe I6 to the relay valve pipe 58.

The number 2IB magnet bracket comprises a so-called application magnet valve 6I. a release magnet valve 62, and a cut-01T valve 63.

The magnet winding of the application magnet valve 6I is connected by wires 36a and 38a across the train Wires 36 and 38, respectively. The magnet winding of the release magnet valve 62 is connected by Wires 31a and 38a across the train Wires 31 and 38, respectively.

The train wires 36 and 31 are connected to the so-called master controller (not shown) on the locomotive. This master controller is a pressure diiTerentia-l operated switch device subject in opposing relation to a control pressure supplied under the control vof the self-lapping portion of the M-40-A automatic brake valve and tothe pressure of the straight-air pipe |6. When the brake valve is operated to supply a given pressure'to the master controller, suitable switch contacts connect the train wires 3B and 31 to the positive battery wire 39 thereby energizing the magnet winding of the application magnet valve 6I and the magnet winding of release magnet valve 62 in the number 2 IB magnet bracket.

The release magnet Valve is accordingly operated to cut-olf the exhaust communication from the straight-air lpipe I6 to atmosphere while the application magnet valve is operated to establish a communication from the p-ipe 52, connected to the auxiliary reservoir 22h, to a branch pipe Iic of the straight-air pipe I6. Fluid under pressure is thus supplied from the auxiliary reservoir 22h to the straight-air pipe I6 until such time as the pressure established in the straight-air pipe substantially balances the control pressure of the master controller on the locomotive. At such time, the switch contacts of the master controller are operated to deenergize the magnet winding of the application magnet valve 6l while causing the magnet winding of the release magnet valve E2 to remain energized. The application magnet valve 6I is thus operated to cut-off the supply of fluid under pressure to the straightair pipe. The iluid pressure established in the straight-air pipe I6 thus corresponds substantially to the control pressure supplied to the master controller on the locomotive.

The cut-oi valve 63 functions to prevent back flow of fluid under pressure from the straightair pipe to atmosphere in the event of loss o-f pressure in the auxiliary reservoir 22h.

The relay valve 2| is of the supersensitivehighcapacity type, described in detail in Patent No. g

2,096,491 to Ellis E. Hewitt. Briey it comprises a suapply valve and a release 'valve operative through a floating lever by variations of fluid pressure in a control chamber B5 at one side of an operating piston BE to which chamber fluid is supplied from the relay valve pipe 58. The opposite side of the piston B6 is subject to the fluid pressure in a soecalled pressure chamber 61 to which a branch I 8a of the decelostat valve pipe I8 is constantly connected. When fluid at a certain pressurei's supplied to the control chamber S5 from the pipe 58, relay 2I is operated to cause fluid under pressure to be supplied fromV the supply reservoir pipe I1 by way of a branch pipe I1b to the pressure chamber 51 and thence through the pipe I8a to-the decelostat valve pipe I8. 'I'he pressure established in the decelostat valve pipe i8 is automatically limited to a' value corresponding substantially to the pressure established in the control chamber 65, by virtue of the self-lapping 'action of the valve mechanism of the relay valve 2I.

The fluid under pressure supplied to the decelostat valve pipe I8 is supplied to both the decelostat valves IS under the control of the corresponding reapplication control valves 25, in the manner hereinafter to be described.

Each decelostat valve I9 comprises a central pipe bracket section I9a, a relay valve section I9b secured to one face of the pipe bracket section, and a magnet valve section I9c se-cured to the opposite face of the pipe bracket section.

The pipe bracket section lila has a chamber or volume reservoir 1I, an air strainer 12, and various communicating passages presently to be identified.

The relay valve section i9b of the decelostat valves I9 is fundamentally the same in structure as the relay valve El ply valve 13, a release valve 14, and a floating lever 1'5 for operating the valves pivotally mounted on the stem'of an operatingpiston 1:6. -When `iluid under pressure is supplied to the control chamber 11 at one side of the piston 1'5, the release valve 14 is seated and the supply valve 13 is 'unseated, thereby' supplying fluid under pressure from the supply reservoir pipe I 1 through a passage I1c to a pressure chamber 1B on the sirleof the piston 16opposite the control chamber 11, and then through a passage 19 to a pipe 8U leading to the brake cylinders I I and the corresponding K-3 switch which is connected to the pipe 80 through a branch pipe 8I. When the pressure established in the brake cylinders II is substantially equal to the pressure established in the control chamber 11, the supply valve is seated to cutoif the further supply of fluid under pressure to the brake cylinders. 1

If the pressure in the control chamber 11 is reduced, the release valve 14 is unseatedand huidI under pressure is exhausted to atmosphere from the brake cylinders and the pressure chamber 18 through an exhaust passage and port 83 until such time as the pressure in the pressure chamber 18 is reduced substantially to the pressure in the control chamber 11, when the release valve 'is reseated to cut-oft further exhaust of fluid under pressure.

Fluid under pressure is supplied to the control chamber 11 from the decelostat valve pipe I8 under the control of the magnet valve section VI 9c.

The magnetvalve section comprises a double beat valve B5 which is biased to an upper seated position by a coil spring 86 and operated to a lower seated position in response to energization of a magnet winding 88.

,With the double beat valve 235 in its upper seated position communication is established from the decelostat valve pipe IB and communieating passage I 8b through the air strainer 12 to a passage 81, then past the double beat valve 85 in its upper seated position to a passage 89 having two branches, one of which leads to the volume reservoir 1I and the other of which leads to the control chamber 11 of the relay valve section I 9b,

The volume reservoir provides the necessary Briefly, it comprises a sup Y volume capacity for the control chamber 11.

It will thus be seen that as long as magnet -88 of the decelostat valve I9 is deenergized, the decelostat valve i9 permits the supply of fluid under pressure from the supply reservoir pipe I1 to the brake cylinders II, in correspondence with the pressure of the iluid established in the decelostat valve pipe IIB.

In its lower seated position, the double beat valve 85 closes the supply communication to the control chamber 11 just described and establishes an exhaust communication through which iiuid under pressure is exhausted at a rapid rate from the control chamber 11. This communication is established from the passage 89 to an exhaust passage and port 9 I.

As long as the magnet winding 88 of the magnet valve section I9c is energized, fluid under pres sure continues to be exhausted at a rapid rate from-the control chamber 11, thereby causing the relay valve section I9b to operate correspondingly to eiect the rapid reduction of fluid under pressure in the brake cylinders I I.

The pressure operated K-3 switches, as dlagrammatically shown in Fig. 1 comprise a casing having a pressure chamber formed at one side of a flexible diaphragm 95, the chamber 95 being connected by the branch pipe 8! to the brake cylinder pipe 8B with which the switch is associated. The pressure of the uld supplied tofthe aseaees Spring Slis so designedv and adjusted that when y the pressure in the` chamber 95 is less than a cer'- ta-lri pressure, such as fifteen pounds per square inch', the' spring 5l shifts the plunger 98 so" a's to cause ther contact bridging member Il to separate from the` contactsl |02. 4When the pressure' of the fluid in theV chamber 95 ri's'es above fifteen' pounds per square' inch, the spring 91 is yieldingly compressed and the' contact bridging member I`0`| is shifted into bridging engagement with the contact's |02"I In referring to the- K3s'witc'hes hereinafter, they will be referred to simply .as closed or open' without reference to the speen-ldcontact's.

The H--B pressure operated switch differs in construction from the' K-3' switch although the principle of operation is the sar'ne'.` The H-B swltchcomp'rlses a', casing having a pressure cylinder'IIMy containing an operating' piston |05, fluidv under pressure being supplied t the cylinder I 04 at one side of the' piston' |05 from the relay' valve pipe 158. The piston' I 05 has'a stern pivotally connectedto o'ne' end of a, pivoted switch operating lever |06', that isbia'sed by a tensioned coil' spring |01 in' a' clockwise` direction to effect the disengagement of a" Contact bridging member H38 on the lever III- 6 from a" pair of stationary insulated contacts; |09', only one 0f which is visible in Fig. 1.

The strength of the spring |01 with respect to the'- area'- of piston' |04` is such as to prevent the pivotal' rlioveinent of the lever |06 in a counterclockwise direction` sumcien'tv to cause engagement of Contact member I 08 with the stationary contaets I`09"lless the pressure supplied to the cylinder |04' from the relay valve pipe 58 exceeds a certain low pressure,'such as live pounds per square' inch; frl'referringV to the H-G switch hereinafter, it willv be spoken of as closed orkopen without reference to the specific contacts. Thus, the H-6` switch is closed. when the pressure in the relay' valve pipe 58: exceeds five pounds per square'inchi and opened when the Ypressure'in' the relay valve pipe reduces` below five pounds per square inch'. The function of the-H-Ii switch will be made apparent hereinafter.

The reapplication control valve device 25 isa standard type self-lapping magnet valve device for' controlling the pressure of iluid supplied thereby inproportion to the degree of energization of a magnet winding III thereof. Associated with the magnet winding III is a plunger I f2' which is secured to a flexible diaphragm I3, the plunger being effective to exert a downward force. on the diaphragm in accordance withy the' degree vof energization of the magnet winding I I. The plunger I I2 isesecured to thev diaphragm |I3 in amanner tol provide aport III| connecting: a. chamber II on the lower side of thei diaphx-Sgm to achamber III on the upper side' of the diaphragm which is constantly open to the atmosphere throughran exhaust port II'I.

A poppet valve I I8. hereinafter called the supply valve, controls communication between i `chamber IIO and the chamber H15, a. spring |20I being, effective to' bias the supply valve I-I8 to aseated position. The supply valve` I-I8`v has a mated stam. |2|-,- on' tlie'- end or 'wrlicli--v is' ier'm'ed a pin valve, hereinafter 'referrecite as* the release velvet` Y When' the magnet-winding IPI' is energized the diaphragm H31 is' flexed downwardly' to first efe fect seating of the release valve to close' exhaust port' IIA" through which fluid under pressure is vented from the' chamber' IIS'. Thereatenfu're ther4 downward movement" of the diaphragm`r seats thel supply valve" |10' to cause fluid under pressure to be supplied from thechamber IIS to' the chamber H5.- Flui'd under pressure-com tinu'es' to be supplied to the' cnar'nter H5 until' theforce of the iiuid under' pressure in the chamoer IIB acting upwardly' in opposition to thev downwardly' applied Vforce-of the magnet winding' substantially bal nces'l the/'force of theA magnet winding at which time a coil spring |23` oir the under side of the diaphragm is effective toshift' the diaphragm'V llihpwardly jus-t- `suillcieritly to permit thesating of the supply valve' mi, and witheut-unseatirig the' release valve.

the flrrent energizing the' rnagr'letl winding I- I-r isf'l-l'rthe'i increased, supplyy valve' H8 isagain unseatd andE Huid under pressure is again supi plied to the chamber" H5 until such time as the' upwardly applied force ofthe iiu'id" under pressure4 in theY chamber II5= again balances the downwardly applied force of the magnet H1; when the' valve I I8 is again seated;

If the current energizing' the magnet |II` is' decreased; the force of the' ui'dunder pressure' inA the champel II5- shifts the'` diaphragm' II3' upwardly" thereby unseati'ng theY release valve'and allowing fluid under pressure to escape-to atmos'e phere irolnt the ch''amber'V I-I`5thr'ough the exhaust port;- I I1 until such time as the upwardly applied force of the fluid-under pressure in the chamber |I5 reduces to a substantially balanced relation' with respectto the; forcey of` the magnet winding. II-I`,- at-w-lii-chtime the release valve |23 is' again seated to close ol-further'exha'ust of liui'dV under' pressurefroni the chamber ||=5 p litA willthus be seen that the self-lapping magi net vah/e device 2'5 vcontrols; Supply of Huid' underpres'sure' therefrom accordance with the degree or energlzation 6r the Vmagnet winding I I; 1f I The self-lapping magnet valve device 25 is in'- terlll'sedfin; thedecelstat-valve'pipe I8 in' a' man"- ner'.' to c' rolthe pressure-of tlieiiuid supplied to the corresponding decelost'atl valve |15', regardless' of a' possibly higher degree' of pressure supplied' to tlie'i decelostatvalve pipe by the' relay valve' device' 21. To this end, the supply side' of' the` decelstat valve pipe isl connected to the c'laln'- ber IfI'S and the delivery side of the de'celstat valve pipe isf connected to the' chamber H5" o' the selfi-lapping magnet valve device' 25'1 In order to4 insure the rapid reduction' of'v the .spending decelosta'tv a'lve I9 past the' self-lapping magnet-valve device5,V aorieeway or check valve device F2141 is provided inV parallelL relation to the self-lapping magnet Valvedevice. The 'check valve |24 prevents the supply of fluid underpie's'- sure` therepas't tothe corresponding decelest'at valve If'if',l but permits the reverse flow of the fluidi under pressure'v therepast at a rapid rate when thepressure the' decelo'stat valve pipe is re`- ducedA by' operation of the relay valve 'd-Lv''ceiIl The rheostats 26, shown on Fig. 2l of' the drawings, are provided; for controlling# tliegdegr'ee of energization of the magnet winding; lill ofthe corresponding' reapplicejtio'nh control' valve' device 2y. AS' vdiagram`Inatca1ly'S'iv i'r'itfe draWigS,

each of the rheostats 26 comprises a suitable resistor 26a connected at uniformally spaced intervals to successive arcuately arranged contact segments 26b with which a rotating contact arm 26e cooperates.

The contact arm 26e is fixed on the rotary shaft 21a, represented by the broken line, of the stepping relay 21, a contact member being provided at each end of the arm 2Gb at the same radial distance from the shaft 21a. The arrangement of the contact arm 26e with respect to the contact segments 26h is such that as the arm rotates in the direction of the arrow, successively increasing portions of the resistor 26a are cut into the circuit of the magnet winding i l l of the corresponding reapplication control valve device 25 which circuit will be traced hereinafter in detail.

The contact arm 26e of the rheostat 2 6 always rotates in one direction indicated by the arrows as in the counterclockwise direction for the lefthand rheostat 26 and the clockwise direction for the right-hand rheostat 2S. In order to provide an electrical connection to the contacts on the rotary arm 26e, a suitable collector ring |32 electrically connected to the contacts at the ends of the contact arm 26o and Xed in insulated relation on the arm or on the shaft 21a and having a stationary brush or contact 133 in engagement therewith is provided. As will be explained more fully hereinafter, the contact on one end of the contact arm 26e is effective for one 180 of rotation of the contact arm while the contact at the opposite end of the arm is effective for the succeeding 180 rotative movement of the contact arm, thereby enabling the contact arm to be rotatively shifted always in one direction without reversal.

The stepping relays 21 are of the rotary type similar to that employed in automatic dial telephone exchange equipment. As diagrammatically shown, each stepping relay 21 comprises a plurality of contacts 2lb arranged in a semi` circle and connected together by a common bus wire |34, a rotary contact arm 21e fixed on the rotary shaft 21a of the relay 21 being effective to successively engage the contacts 2lb as the shaft rotates. d

The contact arm 21e ofthe stepping relay 21 has contacts at the opposite ends thereof both of which are disengaged from the series of connected contacts 2lb in the normal position of the contact arm, shown as the horizontal position in Fig. 2. The contacts on the ends of the contact arm 21c of each relay 21 are operatively effective respectively for succeeding 180 of rotation of the shaft 21a, thereby enabling the shaft to rotate always in one direction.

Since the contact arm 21e rotates continuously in one direction corresponding to the direction of rotation of the contact arm 26e of the associated rheostat 26, a suitable collector ring |35 and stationary brush |36 is provided for establishing an electrical connection to the contacts on the contact arm 21c. I

Step-by-step rotative movement of the shaft 21a of the relay 21 is effected by alternate energization and deenergization of a magnet winding 21d through the medium of conventional pawl 21p and ratchet wheel 21T, diagrammatically shown.

in the drawings.

A back contact 21e is provided for each relay 21 which is operated, whenever the winding 21d is energized, from a normal dropped-out or closed position to a picked-up or open position. As

the magnet winding 21d is deenergized, the pawl is restored, by biasing means not shown, to a position so as to again advance the ratchet wheel and shaft 21a upon subsequent energization of the magnet winding.

Continued energization or deenergization of the magnet winding 21d is ineective to produce rotative movement of the rotary shaft 21a, it being essential that magnet winding 21d be alternately energized and deenergized successively and re-v peatedly in order to advance the shaft 21a.

The principle of operation of the electrical wheel slip detecting apparatus including the axle-driven generators 2B and the corresponding decelostat relays 29 and condensers 3U is well understood and well known. Briefly, when the voltage of a generator 28 increases with increasing speed of rotation of the corresponding wheeland-axle assembly, a current is supplied'to charge the condenser 3i), which current energzes the pick-up winding a of the corresponding decelostat relay 29. Relays 29 are of the unidirectional" type and are so connected that the contacts of the relays are not picked-up in response to condenser charging current. When the voltage supplied by a generator 28 decreases, the condenser 30 associated therewith discharges a current reversely in the circuit through the pick-up winding a of the corresponding relay 29 in the proper direction to cause pick-up of the contacts of thel relay.

The degree of the current energizing the pickup winding a of each relay 29 is substantially proportional to the rate of change of voltage delivered by thev corresponding generator, the rate of change of voltage of the generators 28 is proportional to the rate of change of rota tional speed of the corresponding wheel-and-axle unit the degree of current energizing the pick-up windings a of the decelostat relay 29 is likewise proportional to the rate of acceleration or the rate of deceleration of the wheel-and-axle unit.

Each decelostat relay 29 is so designed that the contacts thereof are not actuated to the pickedup position unless the current energizing the pick-up winding a of the relay exceeds a certain value corresponding to a certain rate of rotative deceleration of the corresponding wheel-and-axle unit, such as ten miles per hour per second, which occurs only when the wheel-and-axle unit slips.

All of the decelostat relays 29 are identical a1- though certain of the relays are indicated as provided with two front contacts c and d whereas certain others are indicated as having only one front contact c. The front contact d of certain of the relays 29 is omitted from the drawings for simplicity since it is not employed in the control equipment shown. Moreover, the one relay 29y for each wheel truck having the single front contact c has a so-called holding winding b shown in the drawings but not employed in the par` ticular control equipment.

The relays 29 for each Wheel truck are provide'dl Because for controlling energization and deenergization of the magnet winding 88 of the decelostat valve I9 and the magnet windings 21d of the stepping relays 21 for the corresponding wheel truck, in the manner hereinafter to be more fully described.

The generators 28 may be of any suitable type, preferably of the permanent magnet eld or magneto type in which the polarity of the voltage at the terminals reverses upon a reversal in the direction of rotation of the rotary armature. In

order, therefore, to cause the relays 29 to function properly 'regardless of the reversal of direction o f 'rotation of the car wheels, it is necessary to reverse the connections of the circuit including the pick-up winding'a of each decelostat relay 29 and its corresponding condenser 30 to the terminals of lthe corresponding generator 28 upon a reversal in the direction of the rotation of the car wheels.V This function is performed automatically in the equipment shown, by means of the repeater relays 32 and 33.

VRelays 32 and 3 3 'are standard type neutral relays each having a magnet winding w and a plurality of contacts, operated to respective picked-up positions in response to energization of the winding and restored to dropped-out positions in response to the deenergization of the winding. Each of the relays 32 and 33 has four transfer-contacts a, b, c, and d, a front contact e, and a back contact f.

Each ofthe transfer contacts of the repeater relay 32 is associatively connected with the correspondingly designated transfer contact of repeater relay 33 ifi-familiar manner to control the connections to the corresponding generator 28 so s as to provide a constant polarity of voltage impressed on the series-connected pick-up winding a of each decelostat relay 29 and the associated condenser 3D, regardless of the polarity of the generator voltage and thus of the direction of rotation of-the car wheels. l

The repeater relays 32 and 33 are selectively picked-up in accordance with the direction of rotation of the car wheels by means of the directional relays 34 and 35 respectively controlling the relays 32 and-33 in the manner presently to be described.

Relays 34 and 35 are of the unidirectional type, each relay having two separate pick-up windings a and b, and a single front contact c.

Thepick-up windings a of the two relays 34 andV 35 are connected in series relation across the ,terminalsof one of the generators 28 of one of the wheel trucks, illustrated as the Wheel truck I3. In a similar manner, the pick-up windings b of the two relays 34 and 35 are connected in series relation across the terminals of the other generator 2B of the wheel truck I3. The connections to the windings a and b of the relay 34 are reversed compared to the connections to the corresponding windings a and b of the relay 35, so

that when the current flows through the windings in one direction, only one of the relays will be picked-up while the other remains droppedout. `As shown, `it will be assumed that the polarity at the terminals of the generators 28 for the forwarddirection of travel of the car is such that onlythe relay 34 is picked-up. Conversely, it will be assumed that when the car travels in areverse direction, only the relay 35 is picked-up, the relayl 34 simultaneously remaining in its dropped-out position.

YThe two windings of each of the directional relays 34 and 35 are so designed as to assist each otl'ier;` I and each of the windings is .effective of itself to cause pick-up of the relay although av somewhat higher voltage is required for a single winding than when b oth windings 'are effective. Thus the windings a and bl of relays 34 and35 are so designed that with both windings effective, the voltage of the generators 28 causes sufficient energization of the windings to cause pick-up of either one or the` other of the relays when the speed 0f the car exceeds a certain low speed, such as eight miles per hour.

The reason for providing two windings on each of the directional relays each operative to cause pick-up of the relay in response to voltage supplied from a different generator is to insure against failure of the directional relays to operate due to failure of one of the axle-driven generators 28. Heretofore, the directional relays 34 vhave been provided with but one operating winding energized from one axle-driven generator and the failure of this one generator, due to an open circuit, a loose connection, or burned-out armature winding, resulted in failure to pick-up the corresponding repeater relay 32 and 33 and the consequent failure to render the decelostat relays 29 potentially effective.

It is accordingly a novel feature of my present invention to provide directional relays 34 and 35 having a plurality of pick-up windings, each of which is energized by a different axle-driven generator, so that if one generator fails the other generator still remains effective to cause the proper operation of the directional relays.

It is a relatively remote possibility that both of the axle-driven generators 28 energizing the windings of the directional relays 34 and 35 will fail at the same time. This arrangement for operating the directional relays accordingly greatly reduces the possibility of failure of the electric wheel slip detecting apparatus to operate and is, therefore, highly important since it ultimately affects the safety of operation of the raill way cars and trains. OPERATION 0F EMBODIMENT SHOWN IN F1os. 1 AND 2 (a) Emergency application of brakes Let it be assumed that a train having the car equipped in the manner disclosed in Figs. -1 and 2 is traveling under power with the brakes released, it being understood that the brake pipe l 5 is correspondingly charged with uid under pressure in the usual manner and that the supply reservoirs 23, auxiliary reservoir 22h and emergency reservoir 22a are likewise charged to the normal pressure carried therein.

Let it now be further assumed that the operator desires to bring the train to a stop and operates the M-O-A automatic brake valve on the locomotive in vusual manner so as the produce an automatic emergency application of the brakes- Areservoir 22a and from the emergency reservoir 22h past double check valve 56 to establish a maximum pressure in the relay valve pipe 58 of l the order of one hundred pounds per square inch. When the pressure in the relay valve pipe 58 exceeds five pounds per square inch, the H--B switch is closed, thereby establishing a connection from the positive battery wire 39 to a posi'- tive bus wire |39.

Upon such energization of the positive bus wire I39,a circuitis 'established for energizing the" winding w of one or the other of repeater relays 32v or 33, depending upon the direction of travel of the car. Assuming that the car is traveling in afforward direction and that the front contact c ofthe relay 34 has thus previously been actuated to its picked-up or closed position, the energization of the positive bus wire |39 completes the circuit for energizing the winding w of the repeater relay 32. This circuit extends from the positive bus wire |39 by way of a branch wire I4I a second branch wire |42 including the contact c of the directional relay 34 and the Winding w of repeater relay 32 in series relation therein, and a wire |43 to the negative battery wire 38.

' The contacts of the repeater relay 32 are accordingly actuated to their respective picked-up positions, to establish the connection from each generator 28 to the corresponding associated decelostat relay 29 and condenser 30. At the same time, the actuation of the front contact e of the repeater relay 32 to its picked-up or closed position establishes a self-holding circuit for maintaining the winding of the relay 32 energized independently of the contact of the directional relay 34. This self-holding circuit extends from the positive bus wire |39 by way of the branch wire I4I, contact e of the repeater relay 32 and the wire |44, wire |42, winding w of relay 32 to the wire |43, and thence to the negative battery wire 38.

Due to the self-holding circuit established therefor, the repeater relay 32 is accordingly maintained picked-up thereafter as long as the H--S switch remains closed. If for some reason, therefore, such as failure of the generators 28 for wheel truck I3, either of the directional relays should berestoredV to its dropped-out position during a brake application, drop-out of the corresponding repeater relay 32 or 33 does not occur until the brakes are released. Moreover, since the directional relays 34 are picked-up only when vehicle speed. exceeds eight miles per hour, it will be seen that the diminution of the speed of the vehicle or train below eight miles per hour after abrake application is initiated does not cause drop-out of the repeater relays.

Energization of the bus wire |39 also effects energization of the magnet winding ||I of each of the reapplication control valve devices 25. The circuit for the magnet winding III of each reapplication control valve device 25 extends from the bus wire |39 by Way of the resistor 26a of the corresponding rheostat 26, one end of which is connected to the bus wire, contact arm 26e in its initial position shown in which the major portion of the resistor 26a is cut out of the circuit, collector ring |32 and brush |33, a wire |45, the magnet winding ||I of the reapplication control valve device 25, and a wire |46 to the negative battery wire 38.

In view of the fact that the major portion of the resistor 26a of rheostat 26 is cut out at this time, the magnet winding I I of the reapplication control valve device 25 is energized by a maximum current determined according to the voltage of the battery 4I and the resistance of the portion of resistor 26a in the circuit. The maximum current is selected so as to limit the pressure of fluid supplied by the reapplication control valve device 25 to the corresponding decelostatk pliable to the decelostat valves 8 during an emergency application` of the brakes.

With uid at approximately one hundred pounds per square inch pressure supplied during an emergency application to the relay valve pipe 58 and the control chamber 65 of the relay valve device 2|, the relay valve deviceY 2| operates to supply a corresponding pressure oi approximately one hundred pounds per square inch to the decelostat valve pipe I8. Consequently, with the reapplication control'valve devices 25 conditioned to cause the supply of fluid under pressure up to a maximum of one hundred pounds per' square inch, the full pressure of the fluid delivered by the relay valve device 2| is supplied to the control chamber I1 of the relay'valve section I9b of the decelostat valves I9.

The relay valve section I9b of each decelostat valve I9' is accordingly operated to supply uid under pressure from the supply reservoirs 23 and pipe I1 to the pipe 80 and the connected brake cylinders I and K-3 switch, the pressure established in the brake cylinders corresponding. substantially to that in the control chamber "VI,` namely one hundred pounds per square inch.

The brakes are accordingly applied on the car wheels to a maximum degree corresponding to an emergency application of the brakes, and the K3 switches are operated to their respective closed positions. Such operation of the K--3 switches to closed position is-Without immediate' eiect except to condition the circuit of the map net Winding 88 of the magnet valve sectionv I9c of the corresponding decelostat valve I9.

Let it now be assumed that the wheels of one of the Wheel trucks, such as the wheels of the right-hand wheel-and-axle unit of-the truck I3,-

Actuation of tnel contact. b of thev decelostatl relay 29 for the slipping Wheels of truck I3 tol its picked-up or closed position establishes a circuit for energizing the magnet winding 88 of the magnet valve sec-tion |9c of the decelostatvalve I9 for truck I3, andvalso establishes a selfholding circuit including the holding winding b of the relay. This circuit extends from the bus Wire |39, which is connected by the H-S switch to the positive battery wire 39 in the manner previously indicated by way of a branch wireV |5I, holding winding b of the decelostat relay 29 for the slipping set of Wheels, Contact c of the same relay 29, wire |52, the K-3 switch associated with the decelostat valve I9 for wheel truck- I3, a Wire |53 to one terminal of the magnet Winding 88 of the decelostat valve I9 for thel wheel truck I3, and a wire |54 to the negative train Wire 38.

The magnet valve section I9c of the decelostat valve I9 is accordingly operated to cause Iluid under pressure to be rapidly vented from the-y control chamber 11 of the relay valve section lsb' of the decelostat valve through exhaust passage and port SI. The relay valve section |927 operates correspondingly to cause fluid under pres-i sure to be rapidly vented to atmosphere from brake cylinders for the wheel truck I3 through the exhaust.` passage and'port'83.

The reduction of pressure in' thefbrake cylinders II for'wheel truck I3 continues at-a rapid rate until such time as the pressure in the brake cylinders is reduced below fifteen pounds per square inch, at which time the corresponding K-3 switch is restored to its open position. The restoration of the K-3 switch to its open position interrupts the circuit for energizing the magnet winding 88 of the magnet valve section I9c ofthe decelostat control valve I9 and the holding winding b of the operated decelostat relay 29,

Due to the rapid reduction in the degree of application of the brakes associated with the slipping wheels of wheel truck I3 effected in the manner just described, the slipping wheels promptly cease to decelerate and begin to accelerate back toward a speed corresponding to car speed. The interval of time elapsing from the'time the wheels began to slip until they are restored substantially to car speed is of the order of several seconds, and this length of time is ordinarily less than that required to reduce the pressure in the brake cylinders to below fifteen pounds per square inch from the high pressure established during an emergency application of the brakes. Consequently, the slipping wheels are restored to car speed and decelerate again correspondingly to the rate of retardation of the car or train before the K-3 switch opens in responseto the reducing brake cylinder pressure.

It follows, therefore, that when the self-holding circuit including the holding winding of 'the decelostat relay 29 associated with the wheels which slipped is interrupted by opening of the K-3 switch, the contacts of the relay are restored to their dropped-out position and remain therein until such time as slipping of the wheels again occurs.

Upon deenergization of the magnet winding 68 of the magnet valve section I9c of the decelostat control valve I9 in response to the opening of the K-3 switch, the exhaust communication for,the control chamber 11 of the relay valve section I9b is closed and the supply communication thereto from the decelostat valve pipe I8 is again established. The relay valve section I9b accordingly operates promptly to cause fluid under pressure to be resupplied from the supply reservoir pipe I1 to the pipe 80 and the connected K-3 switch and brake cylinders II.

The K-3 switch is thus almost instantly reclosed, but due to the fact that the self-holding contact b of the decelostat relay 29 has been restored to its dropped-out position, reclosure of the K-3 switch does not cause the relay 29 to 'i be picked-up.

The pressure of the fluid supplied from the decelostat valve pipe I3 to the control chamber 11 of the relay valve section I9b is limited to a lower value than that in eiect when the brakes were initially applied, by reason of the fact that the reapplication control valve device 25 has in the meantime been conditioned to limit the pressure of uid supplied through the decelostat valve pipe I6 to the control'chamber 11 of the relay valve section I9b to such lower value. The conditioning of the reapplication control valve device 25 to lirnit the pressure of the fluid resupplied to the decelostat valve I9 to a lower value following the restoration of the slipping wheels to car speed is effected in response to the operation lof the contact d of the decelostat relay 29 to its picked-up position. With the contact d of the operated decelostat relay 29 for wheel truck I3 in its picked-up position, a circuit is established for energizing the magnet winding 21d of the stepping relay 21 for wheel truck I3. This circuit extends from the bus Wire |39 by way of the branch wire I5I, contact d of the operated decelostat relay 29, and the Wire |58 including the magnet winding 21d of the stepping relay 21 to the negative train wire 38. v

The contact arm 26e of the corresponding rheostat 26 is thus advanced in a counter-clockwise direction to the next succeeding contact segment 2Gb and the contact arm 21o of the stepping relay is advanced to the rst of theI series of contact segments 21h. l

The advance of the Contact arm 26e of the rheostat 26. in the manner just described introduces into the circuit of the magnet winding I II of the reapplication control valve device 25 an additional increment of resistance which is effective to correspondingly reduce the current energizing the magnet winding III. This increment of resistance inserted by advancing the contact arm 26e of the rheostat 26 one step, may be any selected value so as to cause a certain percentage of reduction of the maximum pressure of the fluid supplied through the reapplica-v tion control valve device 25 to the decelostat valve I9. By way of illustration, it will be assumed that the increment of resistance inserted by advancing the contact arm 26c one step will eiiect a reduction of ten'per cent in the maximum pressure delivered through the reapplication control valve device 25. Thus, if as previously assumed, the maximum pressure delivered through the reapplication control valve device 25 is one hundred pounds per square inch, the

advanceof the contact arm 26C of rheostat 26 one step in the manner just described will cause the reapplication control valve device 25 to be conditioned automatically to limit the pressure supplied therethrough to ninety pounds per square inch.

It will thus be apparent that the pressure of the fluid resupplied from the decelostat valve pipe I8 to the control chamber 'I1 following'the interruption of the energizingv circuit of the magnet winding 88 of the decelostat valve I9 by opening of the corresponding K--3 switch'is limited to a certain percentage lower than that initially established, for example, ninety pounds instead ,of one hundred pounds as originally. When the operated decelostat relay 29 is restored to its dropped-out position, the cont-act d thereof is likewise restored to its dropped-out or open position, thereby deenergizing the magnet winding 21d of thesteppng -relay 21. As previously indicated, the deenergization of the magnet winding 21d causes the pawl associated with the operating ratchet wheel on the rotary shaft 21a of the stepping relay to be restored to a position preparatory to again advancing the rotary shaft. another step upon subsequent reenergization of the magnet winding. If the adhesion'between the wheels and the track rails is such that reapplication of the' brakes associated with the wheels which slipped isstill sufcient in degree to cause the wheels to again vbegin to slip, the above operation is repeated in response to the pick-up of the decelostat relay 29. In this instance, the contact arm 26e of the rheostat 26 is again advanced another step in a counterclockwise direction in response to the operation of the stepping relay 21. A sec-l ond increment of vresistor 26a of rheostat 26 is thus introduced into the circuit of the magnet winding II I of the reapplication controlvalve device 25"therebyiurther 'reducing the current energizing the magnet winding.

Assuming that the current energizing the magnet winding I I I is reduced substantially the same percentage ofthe maximum current each time an yincrement of'resistor :26a is introduced into the circuit, it will be seen that the maximum pressure of iluid deliverable to the decelostat valve I9 when the `K---3 switch is opened in response to the reduction of the pressure in the brake cylinders, is limited to a value that is a certain yuniformamount lower than the previous limited value. In this instance, the maximum pressure delivered through the reapplication control valve device 25 to the decelostat valve I9 will be eighty pounds per square inch instead of the previous ninety pounds per square inch pressure.

Each time a wheel slip occurs, therefore, the reapplication control valve device 25 is condie tioned automatically to limit the pressure of the fluid resupplied from decelostat valve pipe I8 to the ydecelostat valve I 9 to a value which is a ce1'- tain uniform amount lower than the previous limited value. The automatic reconditioning of the reapplication control valve device is repeated as many .times as is necessary to prevent slippage of the wheels from'occurring in response to the reapplication of the brakes following slip ping, Obviously, depending upon the a-dhesion between the car wheels and rails, the number of slipping cycles vwill vary. Thus, in some instances only one slipping cycle will occur, whereas in other instances two and even three or more slipping cycles may occur. In every instance, howeventhe number` of cycles will below because the pressure of the fluid resupplied to the brake cylinders after each cycle willbe automatically limited to a lower value, until the reduction is sufficient to preclude the possibility of slipping of the wheels.

While, ordinarily, the rear wheels of the car truck will slip before the forward wheels because of the well known shifting of the theoretical point of load application on the truck when a brake application is effected, it is possible that the forward wheels of a car truck may begin to slip without slipping of the rear wheels. In such case, assuming that the forward-wheels only of the truck I3 begin to slip, that is the left-hand wheels, the corresponding lower decelostat relay 29 is picked-up. Pick-up of the contact c of this decelostat relay is effective to establish a circuit for energizing the magnet winding 88 of the magnet valve section I9c of the decelostat control valve I9 and a circuit for energizing the holding winding b of decelostat relay 29 for'the rear wheels of the truck. This circuit will be apparent from previous description of the circuit for energizing vthe holding winding b of the upper decelostat relay 29 because the contact c ofthe decelostat relay 29 for the forward set of wheels is connected in parallel with the contact c of the decelostat relay 29 for the rear set of Wheels.

The holdingr winding b of decelostat relay 29 for the rear set of wheels is designed to act as a pickup winding in this instance and consequently the contacts of the decelostat relay 29 for the rear set of wheels is picked-up just as if the rear set of wheels actually slipped. Once the contacts of the decelostat relay 2 9 for vthe rear set of wheels is picked-up, the operation is exactly the same as previously described for a slipping condition of the rear set of wheels and a description of such operation is` accordingly not repeated.

The control 'of the decelostat 'valve I9 andre"- application control valve 25 for the rear wheel truck I4 by means of the corresponding decelostat relays 29 is identical to that previously described for wheel truck I3 and accordingly a description thereof is deemed unnecessary. It is sufcient to point out in this connection, that the brakes associated with each wheel truck I3 and I4 are controlled separately and individually in response to the slipping condition of the wheels of that truck. In other words, slipping of the wheels of a particular wheel truck eiects only the brakes of that particular truck and no other truck.

When the train comes to a stop in response to the emergency application of the brakes Yeil'ected in the manner previously described, the magnet windings 88 of the decelostat control valves I5 are ultimately deenergized clue to the drop-out of the decelostat relays 29 resulting from a cessation of change in the rotational speed of the car wheels, or due to the operation of the K-3 switch whichever occurs rst. In any case, iluid under pressure is always resupp-lied by the decelostat valves I9 to the brake cylinders I.I to maintain a brake application while the train is stopped.

(b) Release of brakes following emergency application of brakes When the operator again desires to start the train, he rst releases the brakes in the usual manner by suitably operating the M40-A brake valve on the locomotive to its brake release position. Upon the consequent restoration of pressure in the brake pipe I5 to its normal value, lthe service and'emergency sections 4B and 41 of the D22 BR control valve operate in well known manner to cause iluid under pressure to be released from the relay valve pipe 58 to atmosphere through the exhaust pipe 55 and at the same time elect recharging of the auxiliary reservoir 22h and emergency reservoir 22a as well as of the supply reservoir 23.

The reduction of the pressure in the relay valve pipe 58 causes operation o-f the relay valve 2| to eiect the corresponding reduction of the pressure in the decelostat valve pipe I8 leading to the decelostat control valves I9. In this instance, the fluid under pressure is released directly from the decelostat valves in by-passing relation to the reapplication control valve devices 25 through the check valves |24 to enable reduction of the brake cylinder pressure by the decelostat valves as rapidly as effected by the relay valve device 2|.

Obviously, the magnet winding;r III of the reapplication control valve 25 remains energized as long as the H-6 switch remains closed. In the absence of the check valves IM by-passing the reapplication control valves 25, however, it would be necessary to reduce the pressure in the relay valve pipe 58 below iive pounds per square inch in order to eiTect opening of the H-l switch to thereby eiect deenergization of the magnet winding of the reapplication control valve devices I I I, before reduction of the pressure in the control chamber I'I of the relay valve section I9b of the decelostat valves I9 could be effected. Moreover, the exhaust capacity of the self-lapping type of magnet valve device, suchas the reapplication control valves 25 are, is much less than that ol the relay valve 2 I. It will thus be seen that without the check valves |24 by-passing the reapplication control valve devices 25, the release of the brakes would be undesirably delayed.

As previously indicated, the reduction of the pressure in the decelostat valve pipe 58 to below I'he restoration of the H-I switch to its open' position effects deenergization of the self-holding circuit for the repeater relay 32, and the contacts of this relay are accordingly restored to their dropped-out positions. The back contacts f of the two repeater relays 32 and 33 are jointly ef- Aiective when both relays are in their droppedout position, to establish a circuit for energizing the magnet winding 21d of the stepping relays 21 if they are operated during a brake application out of the normal position thereof. Thus, when the repeater relay 32 is restored to its droppedout position, a circuit is established for energizing the magnet winding 21a'. of the stepping relay 21 for wheel truck I3. This circuit extends from the positive battery wire 39 by way of a branch. wire 39a including, in series relation, the two back contacts f of the repeater relays 32 and 33, to a wire IBI which is connected to the common conhector wire |34 for the contact segments 21h of the stepping relays 21 on the car, then by way of the contact arm 21o of the stepping relay 21 in its displaced position, collector ring |35 and brush |36, the wire |62 including the back contact 21e of the stepping relay 21 to the wire |53, and thence through the magnet winding 21d of the stepping relay to the negative battery wire 38.

The contact arm 21o of the stepping relay and the contact arm 26o of the rheostat 25 are thus advanced one step in the operating direction and, at the same time, the pick-up of the back contact 21e interrupts the circuit for energizing the magnet winding 21d. The back Contact 21e is thus restored to its dropped-out position and the actuating pawl is also restored to a position preparatory to subsequent advance of the rachet wheel and rotary shaft 21a upon subsequent deenergization of the magnet winding 21d. Upon the restoration of the back contact 21e to its dropped-out or closed position, the magnet winding 21d is again energized over the previously described circuit including back contacts f of repeater relays 32 and 33 to advance the Contact arms 26c and 21e another step in the operating direction. This operation is repeated automatically until such time as the contact arms are restored to their normal positions. As previously indicated, the rotary movement of the shaft 21a necessary to restore the rheostat 25 and stepping relay 21 to their normal positions will be thus limited to an angle corresponding to the difference between 180 and the angle of displacement from normal position.

With the contact arm 21e of the stepping relayrestored to its normal position, neither of the contacts on the contact arm engage any of the contact segments 21h. Thus the circuit, including the back contact 21e of the stepping relay, for energizing the magnet winding 21d is not established. Consequently, the magnet winding 21d remains deenergized with the contact arm 21e in its normal position.

The stepping relays 21 and rheostats 26 are thus automatically restored to the normal condition-.thereof r11-response to the' release. in the brakes. (c) Service application of brakes In the above description of the operation of the equipment it was assumed that an emergency application of the brakes was effected because of the fact that the highest degree of brake application is eiected with the consequent likelihood of slipping or sliding of the wheels. However, it is possible that slipping of the wheels may occur during a service application of the brakes. As previously explained a service application of the brakes may be effected by operation of the M-4ll-A brake valve on the locomotive. The M-Ml-A brake valve on the locomotive may effect a service application, for example a full service application of the brakes, either by so-called automatic operation involving a reduction of pres sure in the brake pipe I5, or by so-called electro-pneumatic or straight-air operation wherein the No. 2|-B magnet bracket on the cars are controlled by the master controller on the locomotive to cause charging of the straight-air pipe E to a degree corresponding to the desired degree of service application.

In either case, fluid at a pressure corresponding to the desired degree of service application, here assumed to be a full service application, is supplied to the relay valve pipe 58 from the auxiliary reservoir 221) the maximum pressure established in pipe 58 for a full service application of the brakes being of the order of seventy-five pounds per square inch, which is considerably less than the maximum one hundred pounds per square inch established during an emergency application of the brakes.

As in the case of an emergency application of the brakes, the relay Valve device 2| functions during a service application of the brakes in response to the pressure of fluid supplied thereto through the relay valve pipe 58 to cause fluid under pressure to be supplied from the supply reservoirs 23 to the decelostat valve pipe I8 and thence to the decelostat valves I9, which in turn operate to supply fluid at a corresponding pressure from the supply reservoirs 23 to the brake cylinders I|.

Due to the ,fact that the reapplication control valves 25 are initially conditioned to permit the supply of fluid at a maximum pressure of one hundred pounds per square inch to the decelostat valves I9, in response to the closure of the H-E switch as the result of the supply of iiuid under pressure to the relay Valve pipe 58, it will be seen that no limitation is eifected initially by the reapplication control valves on the pressure of fluid supplied from the relay valve 2| to the decelostat valves I9. i

In the event that any of the wheel-and-axl units on the car begin to slip during the service application of the brakes, the corresponding decelostat valve I9 is operated, in exactly the same manner as previouslyA described for an emergency application of the brakes, to cause a rapid reduction of the pressure in the brake cylinders and the stepping relay 21 correspond-v ing to the slipping wheel-#and-axle units is operated, in the manner previously described, to effect a reduction in the degree of energization of the magnet winding I|I of the corresponding reapplication control valve 25. The limit of the pressure of fluid supplied to the decelostat valves 9 upon reapplication of the brakes following restoration of the slipping wheels to car speed is thus-reduced by approximately-ten :per Vcentl to ninety pounds per square inch. This pressure is, however; still higher. than the maximum pressure of seventy-five pounds per square inch supplied by the relay v alve 2l to the decelostat valves I 9 .during a full service application of the brakes. Thus, in the. case oi wheelslippage duringapplication of the brakes, no reduction ofthe ultimate pressure resupplied to the brake cylinders I I occurs following the first wheel slip cycle. If the same wheel-and-axle unit again begins to slip-upon reapplication of the brakes, the same operation is repeated and the degree energization of the magnet winding III vof the reapplication control valve is again further reduced another ten 'per cent to thereby limit the pressure of fluid resupplied by the relay valve 2l to .the decelostat control valve I9 to a pressure of eighty pounds per square inch This pressure is still higher than the maximum pressureV supplied by the relay valve2I to the decelostat valves I9 during the full service application of the brakes, and consequently no reduction in. the maximum degree of application of the brakes is effected following the second slipping cycle. l

'If the wheels of thesame wheeleand-axle unit a'gain'begin lto slip a third time upon reapplication of the brakes, the same operation is repeated and the energization of the magnetuwinding III of the reapplication control valve 25 is further reduced another lten per cent, thereby causing the control valve 25 to limit the pressure of the fluid resupplied from the 4relay valve 2i to the corresponding decelostat valve I9 to a pressure of seventy pounds per square inch, which is less than the maximum of seventy-five pounds per square inch supplied by the rela-y valve 2| during a full service application. ,l V

l,The operation of the decelostat valve i9 and 'the continued incremental or step-bystep reduction in the degree of energization of the magnet winding II I oi the reapplication control valve 25 is repeated as many times as the wheels slip upon reapplicatio-n of the brakes until such time as the wheels do not slip in response to the reduced Y degree of application of the brakes.

The only difference, therefore, in the operation of the equipment in response to wheel slipping, as between an emergency application and a service application, is that during a service application the degree to which the brakes are reapplied on a slipping wheel is not reduced below that initially effected until a plurality of slipping cycles have occurred, whereas in the case of wheel slipping during an emergency application of the brakes the degree to' which the brakes are reapplied following wheel slipping is reduced, in response to the rst slipping'cycle, below that initially effected.

' When the train comes to a stop in'response to a service application of the brakes, the brakes remain applied until subsequently released by the op'eratorpriorv to again starting the train. The release of the brakes is effected in response to the exhaust of iluid under pressure from thecon- EMBODIMENT SrroWN m- FIGs. 3 1 Anpy l-4 The vembodiment of,A my. invention shown in Figs. 3 and 4 is for the most vpart identical to the apparatus of the rst described embodiment, and accordingly a description of such apparatus will not be repeated, it being deemed suicient mere- Yment in providing a, dilerent reapplication control valve device 25A in substitution for lthe reapplication control valve device 25, anda different rheostat 26M `for controlling the reappligcation control valve device 25A.

The reapplication controlvalve device v25A is a modied form of 4the well-known M -typeof feed valve employed in fluid pressure brake equipment for railway cars and trains. A de'- tailed description and disclosure of the'construc'- tion of the M type feed valve is given in In'- structon Pamphlet No. 5032, November 1932 edition, published by the Westinghouse Air Brake Company. Only so'much of the details of the reL applicationcontrol.valve device 25A 'are shown', therefore, as is necessary to make clear the 'dife' ference with respect to the standard form 'of M type feed valve.

For purposes of my present' invention, it may be stated that the M type feed valve is a device which is normally employed to reduce the 'pres'- sure of the liuid supplied from the main'reservoir of fluid pressure brake systems for railway cars and trains to a suitable'value at' which it is desired to charge the brake pipe. In the standard form of the feed valve, a regulating valve of the poppct type, shown as the valvefITI of the reapplication control valve device 25A`is biased to an unseated position by a regulatingspring of the coil type, shown as the coil spring I'I2, a, flex'- ible diaphragm shown as the diaphragm |13 in the drawings being interposed between the spring and the valve` The regulating spring in thev standard forni of M feed valve is adjusted to provide a fixed loading force on the diaphragm I '13,'such las ninety pounds per square inch, effective tofun seat the regulating valve I'II until the pressure of fluid supplied through the feed'valveand acting in opposition thereto on the upper side of the diaphragm overcomes the force of thespring to eTect seating of the valve. When'the regulating valve is seated, associated valve mechansrnof the feed valve is thereby operative to limit the pressure of the fluid supplied through the -feed valve in accordance with the loading 'of the-reg'- ulating spring `I'I2,

According to my invention I have modincd the standard M type feed valve by providing electropneumatic means for controlling 'the loading of the regulating spring I'IZ.' This electro-pneuL matic apparatus comprises a piston H4 havinga fluid-tight chamber II5 formed at the lower side thereof, which is constantly connected "by "a branch pipe |76 to the supply `reservoir pipe'fIT. The piston I'M accordingly compresses the reguL lating spring H2 in accordance with the" pressure of the fluid in the supply reservoirs :23;v This pressure is customarily of the order of-'on'e hun-1 dred and ten pounds per square inch.' The piston H4 has a non-magnetic stemt-Vitto the end' of which is secured a magnetic plunger AII-'I- forming part of a solenoid devicev havingl a winding ITB The arrangement of the solenoid device is such that when the Winding |18 is energized the magnetic pull on the plunger |11 is exerted in a direction to oppose the force of the supply reservoir pressure acting on the piston |14, thereby diminishing the effective force of the piston to load or compress the regulating spring |12,

It will accordingly be apparent that by increasing the degree of energization of the magnet winding |18 of the solenoid device, the degree of loading of the regulating spring |12 is correspondingly diminished. The pressure delivered through the feed valve or reapplication control valve 25A is thus limited automatically and in; versely according to the degree of energization of the magnet winding |18. In other Words, the maximum pressure supplied by the reapplication control valve 25A decreases as the energizationV of the magnet Winding |18 increases.

When the supply reservoir pressure in the chamber beneath the piston |14 is reduced to atmospheric pressure the piston is urged downwardly by the regulating spring |12 into engagement with an annular stop shoulder |19 formed inside the tubular portion of the casing. The location of the stop shoulder |19 is suchas to maintain at least a certain degree of compression of regulating spring |12,

The rheostat 26M is provided for controlling the degree of energization of the magnet winding |18 of the reapplication control valve 25A. The rheostat 28M differs from the rheostat 2B in having a. resistor 26m, which differs from the resistor 26a in that the resistance thereof is suitably designed in conformity with the electrical characteristics of the magnet winding |18, which are different than that of magnet Winding of reapplication control valve 25.- Moreover, the tap connections from the resistor 28a: t0 the end contact segments 28h are omitted so that in the horizontal or normal position of the contact arm 26e, the circuit through the resistor a: of the rheostat is not closed as in the` case of the rheostat The contact arm 28e of rheostat 26M is fixed on the rotating shaft 21a of stepping relay 21, and is operated in exactly the same manner thereby as is the contact arm 28e of the rheostat 2E, in response to slipping of the vehicle wheels.

It will be seen, therefore, that when the lbrakes are initially applied, the pressure of iuid supplied to the decelostat valves I8 is the maximum in accordance with the operation of the relay valve 2|, because the magnet Winding |18 of the reapplication control valve 25A is deenergized due to interruption of the circuit of the magnet winding |18 at the rheostat 26M.

When a wheel slipping condition occurs for the rst time during a brake application and the stepping relay 21 advances the Contact arm 25e of the rheostat 26M one step in the operating direction, a circuit is completed for energizing the magnet winding |18 of the corresponding reapplication control valve 25A to a minimum degree. This energizing circuit extends from the positive battery wire 38 by way of a wire |8I, the magnet winding |18, a wire |82, resistor 28x, contact arm 28e of rheostat 26M, collector ring |32, brush |33, a wire |83, and wire |58 to the negative battery Wire 38.

The resistance of the resistor 26:1: is such that when the entire resistor is included in circuit with the magnet winding |18 of the reapplication control valve 25A, the solenoid exerts an increment of force ln opposition to the' supply reservoir pressure acting on the piston |14 so as to diminish the force of the vregulating Spring |12 by a predetermined amount, such as ten per cent. Accordingly, when the decelostat valve I8 is restored to its normal position following the wheel slip condition, the pressure of fluid supplied to the control chamber of the relay valve section, lSb of the decelostat valve is correspondingly limited to a value which is ten per cent lower in value than that to which such pressure was previously limited. Thus, if the maximum pressure initially delivered through the reapplication control valve 25A was one hundred pounds per square inch, then the maximum pressure deiivered to the decelostat valve |9` following the rst wheel slip cycle will be reduced ten per cent to ninety pounds per square inch.

Upon each successive wheel slip cycle, the stepping relay 21 is operated as in the rst embodiment to cause the rheostat arm 26e of the rheostat 26M to be advanced one step in the operating direction, to thereby cut out successive increments (preferably of uniform amount) of the resistor 26:1: so as to effect successive corresponding increments of increase in the degree of current energizing the magnet winding |18 of the reapplication control valve 25A. Accordingly, with each successive increment of increase in the current energizing the magnetl winding |18, the maximum pressure suppliable through the reapplication control valve 25A to the corresponding decelostat valve I9 is reduced a given amount, such as ten per cent.

A one-way or check valve v|24 is provided in parallel relation to each of the reapplicationcontrol valves 25A for the same reason employed in connection with the reapplicatlon control valve 25, namely, to enable the rapid release of the brakes.

In view of the fact that the apparatus disclosed in Figs. 3 and 4 functions in other respects than that above described in exactly the same manner as in the iirst described embodiment, it is believed unnecessary to further describe the operation of the apparatus.

EMBODIMENT SHOWN 1N FIGS. 5 AND 6 The embodiment of my Vinvention shown in Figs. 5 and 'is identical, for the most part, to the first described embodiment shown in Figs, 1 and 2. Accordingly, those parts, elements and wires of the present embodiment which are identical to or the equivalent of corresponding parts in the first described embodiment are designated by the same reference numerals Without further description.

Essentially, the embodiment shown in Figs. 5 and 6 differs from the previous two embodiments in providing apparatus which functions automatically to reduce the degree to which the brakes are reapplied following a, Wheel slip condition, which apparatus does not employ stepping relays and rheostats operated thereby. Thus, as seen in Fig. 6, the stepping relays 21 and rheostats 26 or 26M are omitted. v

The reapplication control apparatus of the present embodiment differs further'from that of previous embodiments in that it comprises a different reapplication control Valve 25B and a pneu-v matic control mechanism for controlling the reapplication control valve instead of stepping relays. The pneumatic control mechanism comprises a control volume vor reservoir |85, a cutoff Valve device |86, a one-way or check valve |81. and a magnet'valvel. 

